kortopates

My wife and I, also a pilot, will see you all tomorrow for lunch. Maybe we'll see @Larry in the air also coming from San Diego! Paul

You wouldn’t be able to see possible damage, if any, from outside the plane. It won’t hurts the flaps but can crack the subspar and flap motor bracket. A proper inspection requires removing the belly pan and inspecting from under. Don’t worry though, we’ve all done it, hopefully it wasn’t long. But i won’t use any flaps till flap speed. aircraft that have a higher partial flap speed have the Vspeed for it listed. Sent from my iPhone using Tapatalk

If your looking for one in the San Diego area I can steer you too a good shop. But i would avoid Jared at Coast. They don’t want to work on older mooney’s anyway. We had an awesome shop in CrownAir till a few years ago but their maintenance facility is no longer. Those were the good old days sadly. Sent from my iPhone using Tapatalk

Yes, thanks for pointing that out! I was entirely referring to static drain and not the ports. I realize now the OP said port, but my mind just translated that to drain since how could a port not leak - its intended to open. So I assumed it was really a drain since they do often cause leaks.

I don't get replacing the static drain - if it was a drain rather than port. I am sure all it needed was a new internal o-ring and re-sealing the screw in top. The metal drain has no wear points but the o-ring and the thread sealant can need replacement. There is also an internal spring and clevis pin I have never had to replace (causing the resistance when you push the clevis pin plunger in). Mooney has a SB on these too. Anyone told they need to replace the drain should first try just replacing the internal o-ring.

Right now things are looking pretty good to join you all on the 22nd.

I wouldn't put any significance to the "sluggish" airspeeds. The turbo is entirely manual and you'd be surprised how many owners with them don't necessarily use the turbo unless they feel the need.

I will have to get it for sure to read his take on it. But i do at least the glide to an airport, followed by spirals down to the power off landing or at least the spirals above the airport to a power off landing on virtually every flight review i give - great and important training for us all. Sent from my iPhone using Tapatalk

I have yet to check that out but need too! Does he cover the Impossible/Possible turn in it? i was just teaching that to a private student. After 3 practice 360 engine out turns at altitude, we did it for real in the Mooney. We departed to 1000’ agl, pull power to idle, waited 4 sec and started the maneuver. He actually made it back with near a couple hundred feet of altitude to spare first try. Had to slip it in at the end. He had already learned to do the power off spiral to a landing for simulated engine out. Wish i learned these things as a private pilot but they came much later. Sent from my iPhone using Tapatalk

i am following along to see what you decide on. I am flying south to CENAM on the 26th. But if it happens before xmas and i am not booked with a student I’ll try to join up. Sent from my iPhone using Tapatalk

indeed! cool you also got the Guardian CO detector! Now all you need is the faux leather covered glareshield to set it all off. Sent from my iPhone using Tapatalk

You mean the missing compass deviation card that the plane is un-airworthy without? Yeah, noticed that as well.....

They're not cork but stamped paper gasket. Those look like the most popular Superior version I detest since the paper bonds to the aluminum after years of heat making them difficult to get off and clean up. IMO the silicone ones pay for themselves in the amount of time they save; besides being re-usable. The only silicone version is the Real Gaskets.

Now i see why your only doing 110 kts LOP. You’re flying inverted! That’s no way to enjoy the scenery [emoji38] The gaskets also have to oil free the next time they get re-installed or they will leak. Also after some flight hours, be sure to check torque is still good at 20 inch-lbs. these last almost forever if not over torqued. Sent from my iPhone using Tapatalk

correct, but it's more accurate to say original mid-body master cylinders don't need them. The original master cylinders are no longer available so many go to the current, larger capacity, master cylinders which do need them regardless if one goes to the long body calipers.

Good point. That is normal behavior for 2 axis installations without the electric trim when the AC gets out of trim. Sent from my iPhone using Tapatalk

Check your logbooks. When the Encore mod was done and presumably new CM2000-5 Master cylinders were installed, Mooney sold them in a kit p/n 940076-000 that includes two links p/n 850080-001 that extend the throw of pedal to correct exactly what you describe. (There are also a couple of new bell cranks spec's for the conversion separate than the links which appear to be present) I test flew another converted Encore, right out the conversion process, where it turned out they only installed the new master cylinders without the additional links and it had the same issue you describe; only corrected when they installed the missing part I referred them too. I am guessing same thing with yours.

My thoughts exactly! But it will double when the fix comes out.....

My recollection is split washers. But the TCM IPC is available online for free. So I’d encourage anyone with a parts question to look it up online. M-O and other TCM maintenance manual’s unfortunately aren’t free nor online; except for perhaps an out of date version. Sent from my iPhone using Tapatalk

Very true, i’ve helped many clients through this process with the engine monitor data to get the max FF increased. Sent from my iPhone using Tapatalk

yep, i stand corrected, it is just one bracket to support both. So adding it is easier than i was thinking from memory. Sent from my iPhone using Tapatalk

every large company i worked at prohibited my GA flying; for the liability reasons stated. i would get away with it saying i was driving for awhile but then taking a colleague along and the word eventually gets out. Don’t think you’re going to fix this. Sent from my iPhone using Tapatalk

You didn't malign Medeco! If you got yours from aircraftsecurity.com then I'd expect you paid in aviation units. But going directly to local locksmith dealer, I only paid a fraction of that. Just saying these don't really take an STC to install and widely available locally. But it does take an A&P to do minor alteration too.

Although its been more than a month since I was in there looking around so my memory could be flawed, I recall a separate shelf bracket was installed for it. I recall it sat just opposite of the pitch trim servo.

Medeco locks can be purchased through any Medeco locksmith dealer. Once you're registered through them, you can purchase new keys anytime for very reasonable cost. Sure, its much more expensive to do this via shipping to the above company that offers an STC approval for installation. But most IA's won't consider this a major alteration and therefore I am sure would be willing to work with you and a local dealer to get and install the locks with you doing the gopher work. Even my local locksmith bent the tang that turns on the lock to my spec to customize the lock to properly fit the baggage door and cockpit locking mechanism at modest cost or no extra cost. I was expecting to do that myself but they did it simplifying the install.